Draft-gear.



C. .I. NASHL DRAFT GEAR. A PPLICATION men MAR. 31, 1911.

LJQQEE 1 a Patentfl May 18, 1915.

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WITNESSES INVE NTOR a. mass, or onroneo, rear EiZZEtBRAKE'GGEL'PANY, or or rnn'n'srnvanra.

Specification. of Letters Patent.

Patented May 118, i915.

. tpplieation filed literati 31, lilo.

230' all whom it may concern..-

"nsa knownthat 1 CHARLES J. ruse, a

citizen ofthe United States, residing at Chilllrnois, have invented new and useful linproveinents in Draft-Gear, of which the following is a specification.

Myinvention relates to draft gear for rail- Way cars, and has for its principal object to provide an improved construction for mounting the draftgear on the car and for ofcago, in'the county of Cook and State of footing the operation of same, of few parts and adapted tohe cheaply manufactured.

In the accompanying drawing; Figure l is a central vertical section of a draft gear construction embodying my improvements; Fig. 2 a horizontal section thereof; Fig. 3 a transverse section thereof, on the line (7r--C6 of Fig. 2; Fig. 4 an isometric projection of the follower plate and aportion of the draft gear yoke; and Fig. 5 a horizontal section of a portion of the'draft gear construction, showing the stops for the follower plate.

According to my invention, only-one followerplate is required and vertical. draft bolts or rivets are dispensed with. ln lieu of the draft bolts a key plate is employed for transmitting the draw-bar stresses-to the draft gear.

instead of arranging the draft gear yoke vertically as usual, the same islocated in a horizontal plane, so that the key plate may extend through the same for transmitting stresses to the draft gear without employing any additional plates or other parts.

As shown in the drawing, a draft gear yoke 1 is arranged horizontally hetween the car center sill 2 and mounted within said yoke is a draff gear 3 which may he of any desired construction,- though the type shown is that known as the Westinghouse friction draft gear. The gear 3 is supported in the usual manner by a strap a secured to the an der sides of the center sills 2 and the rearward end thereof is adapted to bear against the inner face of the'yoke l.

The forward ends of the yoke l are preferably thickened and are provided with horizontal rectangular slots 5 through which key plate 6 is adapted to extend. The key plate 6 passes through a slot in the draw-bar 'i and is long enough to extend out beyond the center sills 2, which are provided Wlilj. horizontal rectangular slots for that pursired, spec nose. The slots in the center sills are preferahly reinforced by plates 8 having a flanged edge 9 adapted to fit into the sill slots; The plates 8 are secured to the center sills by means of rivets and are provided with ribs 10 between which the yoke 1 is mounted, as clearly shown in Fig. 1. The plates 8 are also provided with stops 11 against which the follower plate 12 is adapted to hear. The; inner end of the draw-bar bears against the follower plate 12 and the rearward ends of the yoke 1 and the draft gear 3 are adapted to preferably engage the bolster casting may be secured between the eel er sills for that purpose.

.i no CitStlZl L6 is slotted to receive the yoke 1, so as to provide a rear support therefor. The follower plate 12 is provided withopposite horizontally arranged slots to perunit the yoke l to extend through to the draw-bar, as s" own in Fig. 4.

lhe draft gear 3, the yoke 1 and the folplate having been inounted in posi- )11 a the car center sills, the drawa1 '3 is placed in position, and the key plate assed through the parts, said key plate held in position by means of split pins the hearing washers 15.

in opera on, a loufing stress causes the ll3W'1l3lll 'i' to force the follower plate 12 rearwardly against the usual resisting force of the draft gear, the rearward end of the draft gear being held against movement by the casting 13.

The slots in the plates 8 are adapted to T2- perniit a certain rearward movement of the key-plate, 6 out Just before the position is I reached at which the draft gear would be come solid, the key plate is adapted to engage the end walls 9 of said slots and thus transmit further stress to the center sills.

thereby preventing'the extreme movement the draft gear the attendant h d efforcing draft gears solid.

aft, the draw-bar stress is transmitcm the key 6 to the yoke 1 and said yoke the draft gear is moved r 13, although, if deread ed, the key plate 6 engages the forward I for cars,

flanged edges of the plates 8, so that further stress is transmitted directly to the center sills.

It will now be evident that by means of my improvements, one follower plate and the stop lugs therefor are dispensed with,

member mounted between the car center sills and provided with opposite longitudinal ledges and a transverse ledge forming a support for the rear end of the yoke.

2. In a draft gear and buffing apparatus the combination of a center sill composed of'two parallel members, an abutment for the yoke located between and connecting said sill members, a yoke adapted I to bear at its rear end against said abutment, a follower passing through the yoke, stops on the sill members in advance of the abutment for the rear end of the'yoke for limiting the forward movement of said follower, shock absorbing means within the yoke and bearing at its front end against said follower and at its rear end against-the rear end of the yoke',.and a coupling connected with the yoke and having a limited movement independent of the latter, the said coupling adapted to bear against the fol lower and move same rearwardly under bufling stresses.

3. The combination of, a center sill composed of parallel members, a combined stop and car body center-bearing located between a yoke adapt and secured to said members, ed to bear against said combined stop and bearing in bufling and move away from coupler, side stops for limiting the forward movement of said follower, and,.'shock absorbing means within the yoke and bearing against the follower and rear end of the yoke' 4. The combination with a center sill, a member rigidly attached thereto and form ing a part of them, a yoke adapted to bear at its rear end against the outer face of said member for transmitting buffing shocks to said sill, a coupler secured to said yoke and having a 'movement independent of the same, a front follower, stops located at the sides of the yoke and engaging the opposite ends of the follower forlimitingthe' forward movement of said follower and shock absorbing means within the yoke and bearing at one end against the follower-and at its other end against the rear end of the yoke.

In testimony whereof I have hereunto set my hand.

CHARLES J. NASH.

Witnesses:

A. M. CLEMENTS, S. W. KEEFER. 

